Attachment for automobiles



March 24, 1936. B, MCC. '-rRUlTT l T FOR AUTOMOBILES ATTACHMEN Filed'April .28, 1954 '7 Sheets-Sheet l KSN March 24, 1936.

B. Mc. TRUITT l 2,034,965

ATTACHMENT FOR AUTOMOBILES Filed April 28, 19,34 7 Sheets-Sheet 2 B. Moc, TRUITT f `2,034,9965

ATTACHMENT FOR AUTOMOBILES March 24, 1936.

Filed April 28, 1934 7 SheetsSheet 3 efffm www@ fha-if.

'March 24, 1936. B. Moc. TRUlTT 2,034,965

ATTACHMENT FOR AUTOMOBILES Filed April 28, 1934 7 Sheets-Sheet 4 March 24, 1936. B. MCC, TRUITT yALTACHMENI FOR AUTOMOBILES 7 Sheets-Sheet 5 v Filed April 28, 1954 March 24, 1936.

B. MCC. TRUITT ATTACHMENT FOR AUTOMOBILES Filed April v128, 1934 '7 Sheets-Sheet 6 March 24, 1936. B, Mec. TRUI-r1' ATTACHMENT FOR AUTOMOBILES Filed April 28, 19:54

7 Sheets-Sheet v'7 Patented Mar. 24, 1936 NITED STATES PATENT OFFICE 9 Claims.

The primary object of this invention is to provide means which may be mounted upon a motor vehicle and operated by the power of the engine of the vehicle to raise the Vehicle from the ground whenever the occasion may arise. It is also an object of the invention to provide means whereby the power of the engine may be utilized to effect sidewise travel of the vehicle so that it may be readily parked within a crowded space. It is also an object of the invention to provide means whereby, when the Vvehicle is raised, it may be easily steered in any desired direction and upon arriving in a desired location be held against further travel. Other objects of the invention will appear incidentally in the course of the following description and the invention resides in certain novel features which will be particularly defined in the claims following the description.

In the accompanying drawings, which illustrate one embodiment of the invention:

Figure 1 is a view, partly in side elevation and partly in section, of a motor vehicle having my invention applied thereto.

Figure 2 is a horizontal section on the line 2 2 of Figure l,

Figure 3 is a transverse section on the line 3 3 of Figure 1.

Figure 4 is a horizontal section on the line 4 4 of Figure 3.

Figure 5 is a section on the line 5 5 of Figure 4.

Figure 6 is a section on the line 6 6 of Figure 4.

Figure 7 is a view, partly in section and partly in elevation, of the transmission whereby thepower of the engine is utilized to raise andlower the vehicle and to effect travel of the same while it is raised.

Figure 8 is a section on the line 8 8 of Figure '7.

Figure 9 is a detail view of a part of the gearshifting mechanism.

Figure l0 is a detail view of a lazy tongs which may be employed as an extensible shaft.

Figure il is a detail View of a part of the steering mechanism.

The automobile, indicated conventionally at I, may be of any approved or known design, an internal combustion engine 2 being mounted upon the chassis of the automobile, the usual clutch casing being indicated at 3 and the transmission housing being indicated at 4.

In carrying out the present invention, there is provided a truck consisting of side bars 5 connected by cross bars 6, the side bars 5 being channels, as clearly shownin Figure 3, and being provided in their upstanding flanges with longitudinal slots 'I. Mounted'in each side bar are rollers 8 disposed between the flanges of the channel bars and carried by pins 9 which have their ends engaged through the slots l, as shown. Pivotally mounted upon the pins 9 are the lower ends of 5 links I8 which form members of a lazy tongs, shown clearly inl Figure 1; The uppermost links of the lazy tongs, indicated at II, are pivoted. to the sides of nuts I2 which are fitted upon worm shafts or threaded rods I3 disposed longitudinally l0 of the vehicle and mounted at their ends in bearings I4 which are secured to the ends of upper channel bars or beams I5. These beams I5 are firmly secured at their ends by welding or riveting to brackets I8 which, in turn, are riveted or other" 15 wise firmly secured to the sills I'I of the chassis. Upon reference to Figure 4, it will be noted that the opposite ends of the shafts or rods I3 are reversely threaded and, therefore, when they are rotated the nuts I2 engaged therewith will be 20 caused to travel toward or. from each other, this travel causing the lazy tongs to expand or contract, according to the direction of the movement. Extensionv or unfolding of the lazy tongs will, of course, cause the truck to be lowered from the 25 body of the vehicle, while collapse of the lazy tongs will lower'the vehicle to run upon its own wheels, as will be understood. Rollers or small wheels I8 are provided at the corners of the truck and will make contact with the ground, as shown 30 in Figure 1, when the truck is lowered, the vehicle being thereby raised from the ground and supported upon said rollers I8 for travel in a general sidewise direction.

The rollers I8, at one side of the truck, are 35 mounted uponJ knuckles I9, as indicated in Figure 2, and radius rods 20 extend inwardly from said knuckles and are connected by a link or connecting rod 2l, as shown, and in accordance with a well-known practice. A steering link 22 40 is pivotally connected at one end with the link or connecting rod 2I and at'its opposite end is connected to a crank 23 at the lower end of a steering shaft 24. This shaft 24 is mounted vertically-in any convenient manner upon the truck 45 and is illustrated as having its lower end I'ltted in a bracket or lug 25 extending from the central cross bar 6 and its upper portion fitted in a bracket 26 secured to one of the beams I5. Bevel gearing, indicated at 2'I, connects the upper 50 end of the shaft 24- with a forwardly extending shaft 28 rotatably supported in any convenient manner upon the upper portion of the truck, the forward extremity of this shaft 28 being square, or angular in cross section, as shown atY 29; 55

whereby it may be readily engaged with a socket at the rear end of an operating rod. 'I'he usual steering column of a motor vehicle is indicated conventionally at 30, and, in the present instance, this -column is hollow so as to axially receive a steering rod 3l which extends beyond the upper and lower ends respectively of the column, as clearlyshown in Figure l. An auxiliary steering wheel 32 is secured to the upper end of the auxiliary steering rod 3| and the lower end of this steering rod is connected by a worm gearing, indicated at 33, with a transverse shaft 34 suitably supported on the chassis of the vehicle and connected at its opposite end, through bevel gearing 35, with a vertical shaft 36. Said shaft 36 is connected by bevel gearing 31 with a rearwardly extending shaft or rod 3S provided at its rear end with a socket of angular cross section to en'- gage over the angular end 29 of the shaft 28 so that, when the wheel 32 is turned, the motion will be transmitted through the described connections to the rollers I8 and said rollers will be turned to any desired angular position to guide the vehicle sidevvise into a selected location.

The rollers I3, at the opposite side of the truck, are mounted upon a driving axle 39 which is tted in an axle housing 4 similar in design to the rear axle housing of motor vehicles. At the ends of the axle housing are brake drums which are secured to the respectively adjacent rollers and cooperate withcollapsible brake bands so as to arrest the travel of the vehicle when desired. The brake drums and bands are indicated at 4|, and I have also indicated conventionally short levers or cranks 42 connected with the brake bands so as to effect operation of the brakes as desired. The cranks or levers 4.2 are connected by links 43 with brake levers 44 fulcrurned between their ends upon brackets or arms 45 forming a part of the truck, the inner ends of the levers 44 being connected by links 46 with a crank 41 on the lower end of a brake shaft 43 which is suitably supported in a vertical position upon the truck. The upper end of the shaft 48 is connected by a link 49 to a brake rod 50 which extends longitudinally of the vehicle and is connected at its front end through an arm or bracket 5| with the usual brake rod 52 mounted on the vehicle chassis and controlled by the ordinary foot lever 53. The shafts 24 and 48, as shown clearly in Figure 3, are of a telescopic formation socthat they will be extended as the truck is lowered and will be contracted as the truck is raised relative to the vehicle so that they will readily conform to the adjustment of the truck and the vehicle while maintaining the operative connection between the working parts. It will be understood that the telescoping sections of the shaft will be'provided with interengaging lugs or other devices so that they cannot become sepa'rated and render the device inoperative. yAs such elements are well-known in various arts, I have deemed it unnecessary to illustrate the same in detail in the accompanying drawings.

' While the telescopic shafts illustrated and described are desirable for compactness and diiect action, Vthe invention is not limited to the use of such shafts and, in Figure 10, I have illustrated .a lazy tongs which may be substituted for the shafts without affecting the efficiency or utility of the mechanism. This lazy tongs consists of a series of links 54 pivoted together at their points of meeting, the lower links being pivoted to astub shaft 549 journaled in a fixed member of the truck while the upper links are likewise pivoted to the lower end of a motiontransrnitting shaft 54|. These links will automatically fold together as the truck is raised and will automatically unfold or extend as the truck is lowered and will rotate with the stub shafts as will be understood.

Secured upon the chassis of the vehicle, in any convenient manner, at the rear of the transmission housing 4, is a gear case 55. The travel of the nuts |2 must, of course, be arrested when the truck has been fully lowered and also when it has been fully raised, and for this purpose I have provided mechanism which is best shown in Figures 4, 5 and 6. Mounted in the gear case 55 is a longitudinal shaft 56 which extends through the rear end of the gear case and is connected by bevel gearing, shown at 5l, with a transverse shaft 58 Vmounted in suitable bearings, indicated at 59, upon the beams |5 and equipped at its ends with worms 60 meshing with worm gears on the ends of the shafts or rods i3 so that the motion of the shaft 56 will be utilized to operate said threaded rods. Within the gear case, a gear wheel 6| is secured upon the front end of the shaft 56, and alined with the shaft and having its rear end fitted axially within said gear 6| is a second shaft 62, the forward end of said shaft 62 being journaled in a bearing post 63 rising from the bottom of the gear case. A gear wheel 64 is secured upon the front end of the shaft 62 and, between its ends, a gear wheel 65 is fitted upon said shaft so that it may rotate independently of the shaft but is held by a detent 66, working in an annular groove 61 in the shaft,

against movement along the shaft. The opposed faces of the gears 6| and 65 are formed with clutch members 68 and 69, respectively, which are adapted to be engaged by corresponding and mating clutch elements lll and 1| formed at the ends of a sleeve 12 which is splined upon the shaft 62 so that it may slide endwise thereon, as shown. This sleeve 'l2 is provided adjacent its ends with annular flanges 13, the purpose of which will presently appear. Disposed below the shaft 62 is a countershaft 14 which is mounted in suitable bearings provided therefor on the walls of the gear case and secured upon this shaft, at the ends of the same, are gears I5 and 'I6 which mesh respectively with the gears 6| and 65. It will be seen at once that the gears 'I5 and 16 are constantly in mesh with the gears 6| and 65, respectively, and the shaft 56 will be rotated directly by the gear 6| or through the train 65, '16, '15, 6|, accordingly as the clutch sleeve 'l2 is engaged with the clutch 68 or the clutch 69.

When the truck is at rest, the clutch sleeve 'l2 will be out of engagement with both the clutches 68 and 69 and will be held in this neutral position by a lever which is pivoted at one end, as shown in Figure 6, upon a lug 18 on a wall of the gear case and has its opposite end resting upon a lug 19 on a side wall of the gear case, the intermediate portion of the lever passing between the flanges 13. Said lug 'I9 is formed with a recess to receive the free end of the lever 'll and an opening is formed through said end of the lever to receive a latch pin 8|, as shown in Figure 6, whereby the lever will be normally held in the neutral position. The lever is also provided between its ends with an arcuate slot, indicated at 82, and this slot receives a stud 83 rising from a block 84 which is disposed below the lever and is carried by the free end of a pin 85 which is tted at its opposite headed end, as shown at 86, in a recess in the side of the lug 19 CII :so asfto'rocktherein. :An expansion spring'l is Hcoiled varoundtlfiecpin betweenthezhead 86 thereof andthe block-84 and tends constantly to mcvethe block inwardly, but Vmovement ofthe rblock alongthe'pin is prevented by the engagement ofthe stud 83 with the arcuate slot 82, as

-will be understood. The stud is prevented from -wear and accommodate the varying angular relation Vof the lever to the iianges as the lever is oscillated. The lever'is also formed with an enlargement 89 above the block 84 so as to provide fcra suilcient length of the slot 82 to permit the proper operation of the-parts. Mounted in suitable supports upon the gear case, below the block V81|, is a sliding bar 90 vand upon said bar are secured spaced collars 9| which are located at opposite sides of and in engagement with the block 34 andare adjustably secured upon the 'Dar by set screws orrsimilar devices. The forward end of the bar 90 is connected by a link-92 with one endof a transverse lever 93 which kis fulcrumed between its ends adjacent the front end of the gear caseand is preferably equipped with a pinion 94 at the end remote from the link 92. The pinion 94 meshes with a segmental rack 95 formed on the end of a lever or rocking arm 96which is fulcrumed in the gear case at the side of the same more remote from the bar 99. One end of the rocking armor lever 53 extends through a slot or opening 9T provided .therefor in the side of thegear case and has pivotal and slidable connection with a collar 98 fitted upon a slide bar 99 mounted in suitable supports on the outerrside of the gear case and extending parallel with the bar 99. One end of the slide bar 99 is connected by a link or rigid arm |90 with the adjacent nut I2 so that, as the rods or shafts |3 are operated and the nuts t2 caused to travel, the bar 99 will be likewise caused to travel through` the collar 98. Secured upon .the slide bar 99, at opposite sides of the collar 98, ,are stop collars |9| which are set to impinge upon thecollar 98 when the nutsl |2 have reached the .limits of their movement so that said collar 98 will be .moved through a short distance with the slide bar, thereby rocking the arm 96 and causing the lever 93 to rock and actuate the slide bar 9D, one or the other collar 9| being thereby caused to act upon the block 84. The latch pin BI is normally held up in engagement with the lever 'il by an expansion spring |92 disposed about the pin within a recess |03 in the lug 19, the spring bearing at one end against an abutment |04 upon the pin and, at its opposite end, upon a plug |85 which closes the lower end of the recess |03. The pin is engaged at its lower extremity with an arm or crank |96 extending from a rock shaft lill' .which extends through the forward end of the gear case and at its forward end is provided with a crank |98 which ispivoted at its free end to the lower end of a pedal or push rod E99 which is slidably mounted in the floor of the vehicle and is so located that it may be conveniently operated by the foot of the chauffeur.

When it is desired to raise or lower the truck, the push rod |09 is pressed downwardly thereby rocking the shaft ||l'|l so that the arm |96 thereon will be swung downwardly and the pin 3| will be withdrawn from engagement with the lever whereupon the spring 81 will be free to swing the block-813 inv-either direction. Assuming the elementsH to'bel in 'the 'positions shown inl Fig. 4, the spring 81 .isexerting pressure upon theiblock Stand, through the block,"upon the upper collar 9| whereby the collar and the slideSi) tend to move toward the topof the figure. As soon as the Yreaches the limit'of .its travel, the slide 9i] will be actuated as described to shift the lever'i'i and the block 85 toward the bottom of the figure. This `action will open the clutch 69, 7| and will set the parts to close the clutch 5S, 'i0 when the? mechanism is to again operate. The latch 8| will'automatically engage the lever 'il when the lever reaches the central or neutral position, but the block 84 will travel slightly past the neutral or dead center under its own momentum and the .influence of the spring 8l, the slot 82 accommodating the movement of the stud 83 and there being a slight play between the block and the'collars 9|.

Disposed within the gear case 55 is theupper'- end of a vertical shaft lil which extends through the bottom of the gear case and is of telescopic construction below the gear case, as indicated at lil in Figure 3. The lower end of this shaft H5 is connected by bevel gearing, indicated at H2, with a propeller shaft ||3 extending therefrom and connected operatively, through an ordinary diiferential H4, with the axle 39 so that power applied to the shaft H9 will be utilized naled in suitable bearings within the gear case 55, as shown clearly in Figure 4. A gear ||8 is secured on the shaft between its ends and is adapted, at times, to receive motion from a shaft ||9 which is extended through the front end of the gear case 55 and has its front extremity suit-A ably shaped to be engaged in a socket |29 formed on vthe end of a shaft |2| which is carried in an extension |22 of the transmission housing and is located at one side ofthe propeller shaft of the vehicle, indicated at |23 in Figure 7, the propeller shaft being alined with the engine shaft which is indicated at |25 in Figure 8. In Figure 8, I have shown the usual cluster gear |25 which forms a part of the regular transmission, and

within the transmission housing, at one side ofi-""- the cluster gear and parallel therewith, is a shaft |26 which constitutes the main shaft of the auxiliary transmission forming a part of my invention. This shaft |25 is equipped at its rear end with a bevel gear |21 meshing with a bevel gear:l 28 secured upon the lower end portion of a shaft |29 mounted vertically in the extension case |22. A'bevel gear 39 is secured upon the upper end of the shaft |29 and meshes with a bevel gear |3| which is secured upon the shaft |2| so that the motion of the shaft i 25 will be transmitted to the shaft |2| and thence to the shaft ||9. The shaft |26 is equipped with gears |32, |33 and |34, the gear |32 being loose and meshing with a gear` 259 of the main transmission to be rotated whenv everthe transmission shaft is rotated, while the to rotate the corresponding rollers I8 and eifect |35 carrying gears |36 and |31 having a hub'in common, with the gear |36 meshingwith the cluster gear |25. By meshing the gear |34 with the smaller member of the gear |25, the shaft |26 will be driven at low speed while meshing gear |34 with the gear |31 will reverse the shaft |26. If the gear |33 be put in mesh with the larger member of the cluster gear, the shaft |26 will be driven at second speed while if the gear |33 be engaged directly with the gear |32, the shaft will be driven in high. It will be understood that the gear |33 has both external and internal teeth so that it may be engaged with either the gear |25 or the gear |32. The gears |33 and |34 are shifted through selectors 38 of well-known form controlled by a gear shift lever |39. The gear shift lever may be set at will to shift the gears of the usual transmission of the automobile or to shift the gears of my auxiliary transmission. For this purpose a twin head |49 is provided upon the transmission housing 4 and has mounted therein two selector heads |4| and |42, each of which has a socket in its upper end, as shown clearly in Figure '1. The gear shift lever |39 is provided at its lower end with a ball or spherical head |43 which seats in a lug or rest |44 provided therefor on the head |46 midway the twin members thereof and equipped with a cap |45 whereby the lever is retained in place. The selector heads |4| and |42 are mounted in the head |40 so that they may have universal movement and work through slots of well-known H-form to permit the selectors connected respectively therewith to be shifted to engage the proper gears and to shift said gears into the proper position. The shift lever |39 is provided with the usual ball or handle |46 at its upper end and upon the lever is slidably mounted a sleeve |41 having linger rests |48 at its upper end, and an expansion spring |49 is coiled around the upper end of the lever to bear at its opposite ends upon the finger rests |48 and the ball |46, respectively, so that the sleeve |41 will be yieldably held in its lowered position. A longitudinal slot |50 is formed in the sleeve |41 and a set screw |5| is inserted through said slot into the lever so as to limit the sliding movement of the sleeve. At its lower end, the sleeve is equipped with a cross head |52 which is provided at each end with a depending lug |53 adapted to enter the corresponding socket in the upper end of the adjacent selector head. Normally, the cross head |52 will be engaged in the selector head |4| which is a part of the usual transmission mechanism but when it is desired to raise the vehicle and effect travel of the truck, the sleeve |41 is drawn upwardly so as to release the cross head from the selector head |4| after which the lever is rocked so that the cross head will be engaged with the selector head |42 and thereby set to operate the auxiliary transmission.

A sleeve |54 is mounted on the shaft H9 and is slidable thereon but is constrained to rotate therewith and this sleeve carries a gear |55 which may be set to mesh with the gear 64 on the shaft 62 or with the gear ||8 on the shaft ||1. To effect the shifting of the gear and the sleeve, a rod |56 is slidably mounted in the gear case 55 and is engaged at its inner end in an annular groove |51 in the sleeve |54. This rod |56 is pivoted at its forward end to the lower end of a hand lever |58 which is mounted in the floor of the vehicle and is located adjacent the pedal |09 so that it may be easily and conveniently manipulated by the chauffeur.

The shaft |9 is rotated by power transmitted thereto through the auxiliary transmission, as has been described, and the gear |55 is shifted to engage the gear 64 or the gear ||8, accordingly as the power is to be utilized to raise and lower the truck or to rotate the rollers I8 and thereby effect travel of the truck. When the power is applied to the shaft 62, through the gear 64, the pedal 99 is depressed so that the latch pin 8| will be withdrawn from the lever 11 whereupon the spring 81 expands and throws the block 84 in the proper direction to engage the clutches 68, 10 or 69, 1|, whereupon the shaft 56 will be rotated so asV to operate the lazy tongs and lower the truck and effect relative raising of the vehicle. When the gear |55 is shifted into meshV with the gear ||8 the shaft ||9 will be rotated so that the power will be applied to the axle 40 and the rollers I8 rotated to effect travel of the truck. The truck may be steered through manipulation of the steering wheel 32 and when the vehicle has been brought into the desired position, application of the foot brake lever 53 will apply the brakes and arrest the travel of the truck, whereupon the transmission may be thrown into neutral and the engine stopped.

From the foregoing description, taken in connection with the accompanying drawings, it will be seen that I have provided a very compact mechanism whereby the body and chassis of a motor vehicle may be readily raised by use of the power of the engine mounted on the vehicle and, when raised, may be easily shifted into a desired position or held stationary as desired. The mechanism will be found highly efcient and advantageous when it becomes necessary, for any reason, to change a wheel or a tire of the vehicle or when it is desired to lubricate the chassis or some other parts of the vehicle. When the vehicle is raised and supported by the truck, it may be easily shifted sidewise and thereby parked in the minordetails of construction and arrangement of the parts may be adopted without departing from the spirit or scope of the invention as the same is dei-ined in the following claims. In Figure l, the extension case |22 is shown with an open side so as to disclose the gears therein, but it is to be understood that the gear cases will all be entirely closed so that the gears may run in lubricant.

Having thus described the invention, I claim:

1. Apparatus for the purpose set forth comprising a truck adapted to be secured upon the chassis of a mo-tor vehicle, means operated by the power plant of the vehicle for raising or lowering the truck, the vehicle being suspendedy solely by the truck when the truck is lowered, said truck being provided with pairs of wheels, one pair of wheels receiving power from the power plant of the vehicle to effect travel of the truck and another pair of said wheels being pivotally mounted for steering the truck, a steering rod fitted through the steering column of the vehicle, a steering wheel on the upper end of said rod above the steering wheel on the column, and gearing connecting the lower end of said steering rod with the pivo-ted wheels of the truck whereby to operate the same.

2. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle, the truck being provided with wheels whereby'it may be caused to travel, means operated by the power plant of the vehicle for raising or lowering the truck, brakes cooperating with some of the wheels of the truck, and means connected with the brake lever of the vehicle for operating the brakes on the truck.

3. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle and including upper and lower side bars, the upper side bars being connected with the chassis of the vehicle and the lower side bars being provided with longitudinal slots, pairs of pivotally connected upper and lower links disposed between the upper and lower side bars and having their lower ends equipped with rollers to travel on the lower side bars, the links of the pairs of links being pivoted together at their points of intersection, nuts secured to the upper ends of the upper links and disposed on the upper side bars, threaded rods extending through and engaged with said nuts and journaled in bearings on the upper side bars, said rods being relatively reversely threaded at their opposite ends whereby the nuts will be caused to travel toward or from each other, means for rotating said rods whereby to effect the travel of the nuts and thereby fold or extend the links to raise or lower the truck relative to the vehicle, and means for arresting the rotation of the threaded rods at either limit of the movement of the links.

4. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle, means whereby the truck may be raised or lowered, said means including a shaft rotatably mounted over the truck, gears on said shaft having clutch elements on their opposed faces, a sleeve slidably mounted on the shaft between said gears and having clutch ends adapted to engage the respective clutch elements on the gears, a lever fulcrumed at one side of said shaft and extending across the shaft and engaged with said sleeve, means engageable with the free end of the lever for normally holding said lever in a neutral position, means for releasing said means, spring actuated means operable upon release of the first-mentioned means for automatically rocking the lever and shifting the sleeve to engage a selected clutch element, and means for rotating said shaft in a desired direction and at a desired speed.

5. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle, means for raising and lowering the truck including lazy tongs, a shaft operable from the power plant of the vehicle, threaded rods and nuts for effecting collapse or extension of the lazy tongs as said shaft is rotated, a slide connected with one of the nuts, gears upon said shaft, a clutch sleeve mounted on the shaft between the gears and adapted to engage either of said gears, a lever fulcrumed at one side of the shaft and extending across the same and engaged with said sleeve, a latch pin normally holding the lever in neutral position, means for releasing the latch pin, a second slide, operative connections between the slides whereby the second slide will be actuated when the lazy tongs have been fully extended or fully collapsed, means for shifting the lever to effect engagement between the sleeve and one of the gears on said shaft when the latch pin has been withdrawn, and means on the second slide for shifting the lever to disengage the sleeve from the gear when the lazy tongs have reached the limit of their movement.

6. Apparatus for the purpose set forth comprising a truck adapted to be secured upon the chassis of a motor vehicle, means operated by power from the vehicle to raise and lower the truck, said means including threaded rotatable rods, nuts mounted on said rods and a shaft geared to said rods, a slide connected with one of the nuts, a rocking arm, means on the slide to engage an end of said arm and rock the arm at the limit of raising or lowering movement of the truck, a second slide, a second rocking arm engaged at one end with the first-mentioned rocking arm and connected at the other end with the second slide, spaced gears on the shaft, a clutch sleeve splined on the shaft between the gears, a gear train connecting said spaced gears, a lever extending across and engaged with the clutch sleeve, means for holding said lever at rest in neutral position, and means controlled by the second slide for shifting the lever and clutch upon release of said holding means.

7. Apparatus for the purpose set forth cornprising a truck adapted to be secured upon the chassis of a motor vehicle, means operated by power from the vehicle to raise and lower the truck, means for steering the truck, and means operated by power from the vehicle for effecting travel of the truck, said steering means and travel-effecting means each including an exten# sible shaft journaled in the top and bottom of the truck.

8. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle and shifted vertically, ground engaging wheels carried by said truck, an auxiliary transmission receiving motion from the vehicle transmission, said auxiliary transmission including an auxiliary propeller shaft, a shaft adapted to be coupled to said auxiliary propeller shaft, trains of gearing at opposite sides of said shaft, and a slidable gear on said shaft selectively engaging the trains of gearing whereby to raise or lower the truck or to impart rotation to the wheels and effect travel of the truck.

9. Apparatus for the purpose set forth comprising a truck adapted to be mounted upon the chassis of a motor vehicle and shifted vertically, ground engaging wheels carried by said truck, an auxiliary transmission receiving motion from the transmission of the vehicle, a shaft rotatably mounted over the truck at the rear of the vehicle transmission whereby to rotate at a selected speed and in forward or reverse directions, gearing operable for raising or lowering the truck, gearing for transmitting rotation to said wheels and effecting travel of the truck, a gear on the first-mentioned shaft, and means for shifting said gear whereby to operatively connect the shaft with the gearing for effecting travel of the truck or the gearing for raising or lowering the truck.

BERTHA MCCAFFERTY TRUITT. 

